- Virtual Development
- Virtual Engine Development
Virtual Engine Development
We regard simulation as an indispensable tool for the development of modern combustion engines. The classic goal of engine development is the optimization of the engine’s main evaluation criteria: driving performance, emissions and consumption.
With the help of prediction-capable simulation models, engine concepts can be compared right at the start of the development phase. This provides information on the main characteristics of the system's behavior early on, enabling development work to be focused on particular problems.
We are very familiar with engines with bores of 20 to 165 mm (petrol/diesel/gas), as well as all kinds of applications (passenger vehicles, commercial vehicles, motorsport, off-highway…) and degrees of model detail.
Virtual Combustion Process & Dimensioning
Engine development is currently in a phase of upheaval. Buzzwords such as high-load EGR, lean burning process, chamber ignition or an exceptionally long stroke in gasoline engines, or pHCCI and water injection for diesel engines have a fundamental effect on the design and dimensions of the engine. Which displacement, which charging system, which stroke-bore ratio will make sense in the future? Should the charge exchange losses be minimized or the charge motion and turbulence level be increased?
FKFS’ unique combination of combustion process development on the engine test bench, a deep understanding of the FKFS UserCylinder® models and years of experience in 0D/1D concept studies help us in the creation of virtual test vehicles.
Compared with other simulation methods, 0D/1D simulation offers a high prediction capability without requiring too much calculation time. This means transient simulations are just as possible as comprehensive concept studies.
Ph.: +49 711 685-65611
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The combustion chamber is the heart of the combustion engine: this is where the chemically-bound energy of the fuel is converted into heat and pressure – and therefore into usable work.
UserCylinder is a plug-in for GT-Power, the 1D flow simulation software, and replaces the usual cylinder object there. During a GT-Power simulation, all the high-pressure parts of the cycle in the cylinder (compression stroke and power stroke) will, from then on, be calculated using FKFS in-house code. Within an overall engine model, this enables more detailed and faster predictions about the processes in the combustion chamber. Examples of important result parameters for the cylinder are the combustion profile, fuel consumption, cylinder pressure profile, emissions and knocking.
By using UserCylinder®, we are able to create reliable prognoses for our customers – especially when little or no measurement data are available.
We provide the appropriate licenses with comprehensive documentation, training and support for customers who wish to carry out their own simulation work using GT-Power and the strengths of UserCylinder®.
Ph.: +49 711 685-65611
3D-CFD simulations allow a "virtual view" into the engine.
For this purpose, QuickSim only uses StarCD® as a solver and allows:
- … the extent of the simulation domain from one individual cylinder up to the full engine (to increase the predictability and reduce the influence of boundary conditions)
- the simulation of several successive cycles (to reduce/eliminate the influence of initial conditions)
- an efficient and reliable computation within short CPU-times
- a clear and concise evaluation of the simulation results (virtual testbench)
An integrated working-process calculation supports the analysis of the engine processes and also enables a continuous comparison with testbench measurements and/or other simulation programs (controlling function). In addition to standard fuels like gasoline and diesel, also gas engines (CNG and hydrogen) and bio-fuels can be simulated. Here, the virtual analyses of all engine operating strategies, as well as any kind of design adjustments are possible.
Virtual Flow Testbench
- Cylinder head simulations
- Fast determination of flow coefficients and αk for each valve lift (Conclusions on the individual contribution of each valve to the total value of αk are possible)
- Determination of swirl- and tumble-levels, as well as comparison of different cylinder head geometries